Rotary pump and motor hydraulic transmission



June 1954 G. A. WAHLMARK 2,680,348

ROTARY PUMP AND MOTOR HYDRAULIC TRANSMISSION Filed May 20. 1950 14 Sheets-Sheet 1 CATTOMEJV June 8, 1954 e. A. WAHLMARK 2,680,343

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ROTARY PUMP AND MOTOR HYDRAULIC TRANSMISSION Filed May 20, 1950 14 Sheets-Sheet ll I III 7 III/Ill WI] Ill/I 50/ la,

Won 'unnov- CA.% hlmuvl- 4 t-M em June 8, 1954 G. A. WAHLMARK ROTARY PUMP AND MOTOR HYDRAULIC TRANSMISSION l4 Sheets-Sheet 12 Filed May 20, 1950 G. A. WAHLMARK ROTARY PUMP AND MOTOR HYDRAULIC TRANSMISSION Filed May 20. 1950 June 8, 1954' 14 SheetsSheet 15 I W I M I 1 I ZIZ ZIS

G unncnr (A June 8, 1954 G. A. WAHLMARK ROTARY PUMP AND MOTOR HYDRAULIC TRANSMISSION Filed May 20, 1950 14 Sheets-Sheet l4 mm. N9 6 L 3T 09 m a: m a. w 00- \\WN- EC/WQ m QQNPQ W .w whu a 1 a W m a F mo. v N r 00w 9.. m Y 09 MA G t5 EN EN u 8N Own N 0 ne N2 @NN. QmN n N WEN KN I 3 aw & t t 9 www Oww QN o u wnw @MN m vw .2 9w Q N3 u b n! Patented June 8, 1954 ROTARY PUMP AND MOTOR HYDRAULIC TRANSMISSION Gunnar A. Wahlmark, Rockford, Ill.

Application May 20, 1950, Serial No. 163,142

17 Claims.

This invention relates to a hydraulic transmission including a pump and an associated fluid motor for transmitting rotary power at progressively variable ratios and has more particular reference to a transmission of the fluid diiferential type in which part of each fluid disthe parts of the transmission in a novel manner which enables the forces for clamping the assembled parts together to be increased to the required value and utilized effectually in minimizing leakage within the transmission under various operating conditions.

A more detailed object is to employ fluid displacement devices of the vane type with movable vanes arranged around the interior of a multiple part hollow rotor and actuated by eccentric rings also disposed within the rotor so as to permit any desired number of bolts for clamping the rotor parts together to be located exteriorly of the vanes.

A further object is to utilize the highest pressure developed in the transmission to seal the vane ends against the actuating rings in a novel manner, and overcome at all times the eiiect of the centrifugal forces tending to break the seal.

Another object is to control communication beween the two fluid displacement devices of the transmission by valves having relatively gyratable elements constructed and actuated in a novel manner.

' Still another object is to provide a fluid diiferential type of hydraulic coupling which, by selective adjustment of the capacity of the variable displacement part of the coupling, may be adapted for the transmission of driving motion at progressively variable underdrive and overdrive ratios.

A further object is to obtain the overdrive ratios in a transmission of the above character by reversing the phase relationship between the actuating eccentrics of the two fluid displacement devices.

Another object is to provide for reversing the direction of transmission of rotary motion through the hydraulic coupling by adjusting the displacement capacity of the variable displacement device of the transmission.

Another object is to provide a fluid servo of novel construction for positioning the adjustable part of the variable displacement device.

A further object is to provide for automatic disabling of the transmission in response to a reduction in the speed of the driving element below a predetermined value.

Another object is to provide a novel mechanism for adjusting the driv ratio automatically to adapt the transmission for efficient use under the varying conditions encountered in the use of the transmission on an automotive vehicle.

Still another object is to adjust the drive ratio of thetransmission automatically and selectively in response to the speed of the driving element combined with the torqu being transmitted to the driven element.

The invention also resides in the novel arrangement and mounting of the driven element of the transmission within the hollow rotor, in the manner of mounting the rotor removably on a driving part, the novel manner of supplying make-upfluid to the transmission under the various underdrive and reverse-drive conditions, and to the novel and simple construction of the speed responsive means for disabling the transmission.

Other objects and advantages of the invention will become apparent from the following detailed description taken in connection with the accompanying drawings, in which Figure l is a fragmentary longitudinal sectional view in a vertical plane through the crank and propeller shafts of an automotive vehicle equipped with a fluid transmission embodying the novel features of the present invention, the casing of the transmission being shown in elevation.

Fig. 2 is a horizontal section taken on the line 2-2 of Fig. 1.

Fig. 3 is a section taken along the line 3-3 of Fig. 2.

Fig. 4 is a perspective view of part of the ratio adjuster of the transmission.

Fig. 5 is a fragmentary broken section taken along the line 55 of Fig. 1 with the parts shown in reverse position.

Fig. 6 is a fragmentary sectional view of part of the valve mechanism, the section being taken along the line 5-4? of Fig. 2.

Fig. 7 is a fragmentary section taken along the line l-l of Fig. 5.

Fig. 8 is a fragmentary section taken along the line 88 of Fig. 7.

Fig. 9 is a fragmentary section taken along the line 9-9 of Fig. 8.

Fig. 10 is a section taken along the line Hiifl of Fig. 2.

Fig. 11 is a fragmentary sectional view similar to Fig. 7 and taken along the line H--H of Fig. 10.

Fig. 12 is a fragmentary sectional view taken along the line I2-l2 of Fig. 1.

Fig. 13 is a fragmentary view of a modified form of vane and its mounting.

Fig. 14 is a fragmentary section taken along the line |4l4 of Fig. 13.

Fig. 15 is a fragmentary sectional view taken 1:

along the line l5l5 of Fig. 2.

Figs. 16, 17, 18, and 19 are schematic views and flow diagrams illustrating the overdrive, direct, neutral, and reverse conditions.

Fig. 20 is a fragmentary sectional view including a part of Fig. 2 and a hydraulic circuit diagram.

Fig. 21 is a fragmentary sectional view of a part of Fig. 20 showing a different position of the transfer valve.

Fig. 22 is a fragmentary sectional view of the automatic control for the transmission, the section being along the line 22-22 of Fig. 1.

Fig. 23 is a fragmentary view showing a different position of the governor flyball.

Figs. 24 and 25 are fragmentary sectional views taken respectively along the lines 2424 and 2525 of Fig. 1.

Fig. 26 is a schematic view and hydraulic circuit diagram of the control for the ratio adjusting servo.

Fig. 27 is a longitudinal sectional view of the reverse control valve showing a position different than Fig. 26.

While the invention is susceptible of various modifications and alternative constructions, I have shown in the drawings and will herein describe in detail the preferred embodiment. It is to be understood, however, that I do not intend to limit the invention by such disclosure but aim to cover all modifications and alternative constructions falling within the spirit and scope of the invention as expressed in the appended claims.

For purposes of illustration, the improved transmission is shown in the drawings in a form especially suited for use in automotive vehicles for transmitting rotary power from an input shaft in (Fig. l) which may be the crankshaft to a shaft ll adapted for connection with the propeller shaft of the vehicle. Preferably, the rotary driving parts of the transmission are formed by and enclosed within a multiple part casing 12 which is drivingly coupled to the crankshaft flywheel !3 and disposed, along with parts of the automatic control mechanism, within a housing III which at its forward end is clamped by bolts IE to a part It on the prime mover. At its rear end, the housing H; is of reduced diameter and secured by bolts I! to the forward end of the propeller shaft housing l8.

To permit convenient removal of the transmission unit, the bottom of the housing I4 is formed as a separate piece [9 extending the full length of the housing proper and detachably secured to the latter by screws 20. This piece forms an oil 4 sump filled and drained through a plugged opening 2i and incorporating a suitable screen 22 or the like for filtering the oil returned from the transmission.

The transmission proper comprises generally two axially spaced fluid displacement devices 24 and 25 (Fig. 2) of fixed and variable capacities, connecting passages for transferring fluid simultaneously in opposite directions between these devices, and two valves 26 and 21 which control the fluid transfer. All of the movable elements of these two displacement devices, the valves, and the connecting fluid passages are mounted on and enclosed within the casing 22 which constitutes the driving element or rotor of both displacement devices. The rotor is of hollow construction and comprises a plurality of ring-like parts or disks numbered 28 to specially shaped to facilitate convenient machining by high production methods and firm clamping together in end to end relation by an adequate number of tie bolts 31 extending through and closely spaced around the outer periphery of rotor parts. Herein, each bolt is threaded at one end (Fig. 2) into the end plate 35 of the rotor, and at its other end carries a nut 38 tightened against the other rotor end plate 28. The bolts project loosely through the rotor parts which are doweled together in precise alinement by four pins 39 (Fig. 2).

The heads of the bolts 3'! project into bushings 40 of firm but yieldable material spaced around the flywheel I 3 and coupling the rotor 12 to the flywheel and engine crankshaft while permitting convenient uncoupling by shifting the casing axially to withdraw the bolt heads out of the flywheel. To center the rotor relative to the drive shaft ill, a bushing M (Fig. 1) in the end of the crankshaft receives with an accurate fit a stub shaft 42 on a hub 43 piloted into the end plate 28 of the rotor and clamped to the plate by a series of screws M.

Pressed into a counterbore in the other end plate 35 of the rotor is the outer race ring of an antifriction bearing 45 (Figs. 1 and 2) whose inner ring is pressed onto the sleeve 46 project ing about halfway through the rotor. The outer end of the sleeve is splined and fits loosely into an internally toothed segmental flange d'i on a bracket 53 removably secured by screws 43 in the housing M, the flange projecting a short distance into the larger part thereof. The sleeve is thus held against rotation and constitutes the reaction sustaining part of the transmission.

A ballbearing 49 (Fig. 2) is pressed onto the inner end portion of the sleeve 46 and into a counterbored portion of the rotor part 33 which constitutes one end of the housing for the valve 21. The opposite end of the part 3| is similarly supported through a ballbearing 5E pressed onto the inner end portion of a sleeve 5! which extends axially through the fixed capacity fluid displacement unit 24 and is supported at its outer end by a bearing 52 pressed into the end plate 28 of the rotor i2. The sleeve 5! is thus freely rotatable within the rotor, and its inner internally splinned end interfits with the toothed end of the driven shaft i I which projects along the rotor axis in the opposite direction and outwardly beyond the rear end of the rotor where the shaft is journaled in a bearing 54 on the bracket 53.

The extreme rear end of the driven shaft l I is splined into the forward end of a tube '55 (Fig. 1) whose rear end is internally toothed and nor mally meshes with external gear teeth 56 on the forward end of the vehicle propeller shaft 51.

When the tube is shifted forwardly to disengage the teeth of the clutch, the transmission and the vehicle engine may be operated idly and. independently of the vehicle wheels as is frequently desirable in adjusting the engine. Such disengagement of the clutch may be effected by turning the outer end of a shaft 58 (Fig. 24) journaled in and projecting through the housing I 4 and carrying at its inner end a crank having a finger 59 thereon which rides in an external groove 6i! on the tube 55.

With the transmission unit thus coupled to the crank and propeller shafts it and 5'5, it may be removed easily from its housing It after taking off the bottom plate I9, loosening the screws 48 to release the bracket 53, and turning the shaft 58 to disengage the clutch 55. then be shifted rearwarclly to withdraw the bolt heads 3! from the flywheel and the stud 42 from the crankshaft. The unit may then be lowered through the bottom opening in the housing M.

In the form herein shown, the fixed capacity fluid displacement device 24 is of the vane type comprising a series, 13 in the present instance, of flat blades or vanes 6! (Figs. 2, 9, and mounted on the rotor l2 for radial movement and actuated by an eccentric or actuator ring 62 which, in accordance with one aspect of the present invention, is disposed internally of the vanes and the hollow rotor 52. The vanes are supported by and slidable radially in slots 63 and 'angularly spaced equidistantly around the inner peripheral portions of the rotor parts 29 and so which form the casing of the displacement device 24. The adjacent faces of these parts are counterbored axially to form an inwardly opening peripheral groove B l having a squared cylindrical bottom 65 disposed adjacent but spaced inwardly from the bolts 3i. The slots 63 extend outwardly somewhat beyond the cylindrical periphery of the groove 64.

The vanes iii are flat and generally U-shaped having parallel legs 66 which straddle and fit closely against opposite sides of the eccentric ring 62, against the outer cylindrical periphery of which the slightly rounded inner end 61 of the vane proper bears and is held in efiective sealing engagement at all times. If desired, the outer corners of the vanes may be cut away as indicated at $5 (Fig. 2). The reactor ring 62 is of T-shaped cross section and its narrow inner sur face bears against antifriction rollers 69 held angularly spaced in any suitable way between retainer. rings iii. On their inner sides, the rollers ride in a groove in the external cylindrical surface ii of an eccentric flange 12 formed around the exterior of the driven sleeve '5! and separated from the inner races of the bearings 59 and 52 by spacers The ring t2, which is of uniform radial width, is thus free to rotate about the axis id of the eccentric i l. The external surface of the ring cooperates with each pair of adjacent vanes iii and with the sides and bottom of the casing groove 84 to form chambers which expand and contract alternately in successive half revolutions of the rotor !2. Holes i6 drilled through the rotor part so and one wall of the groove G l form an inlet through which fluid is drawn into the chamber during expansion thereof and an outlet through which an equal volume of fluid is forced during contraction of the chamher. The amount of fluid thus displaced during successive half revolutions is determined by the throw of the eccentric ring 62 and therefore the The rotor may greater area than the inner ends and, in the form shown in Figs. 2 and 10 are subjected over the full area to fluid at a pressure which is the highest available withinv the transmission, this being the pressure existing in the vane chambers 75 during contraction thereof. For this purpose, an outer radially disposed recess 18 is formed in the rotor parts 29 and 39 beyond the outer end of each vane and each recess intersects the outer ends of the slots 63 in which the opposite edge portions of the vane are guided. The recesses it are disposed between the adjacent tie bolts 3'! (see Fig. 10) and are connected together by a passage 79 extending around the entire periphcry of the rotor i2 externally of the bolts. The inner ends of the vane legs tit are exposed to atmospheric pressure so that with the same fluid pressure exerted on the inner and outer ends 67 and I? of the vane, the latter will be urged inwardly by a force equal to this pressure multiplied by the difference in the areas of these two vane ends. This difference in area is made large enough to insure proper sealing of the vanes against the ring as at all times. In the present instance, the net sealing pressure on each vane may rise to about 250 pounds which is ample to maintain an efiective seal at a rotor speed of 3600 R. P. M.

When the transmission is idle and no sealing pressure is available, the vanes are held mechanically against falling outwardly away from the ring 62. Herein, this is accomplished by two pins 8G projecting inwardly from the inner ends of the vane legs 66 and overlapping the edges of the wider outer part of the actuator ring 62. The pins are held in their holes by suitable retainers and are disposed close to but out of contact with the ring 8! which, as in the device 2%, cooperates.

with adjacent pairs of vanes and with the side and bottom walls 83 and 3d of the casing groove to define expandibleand contractible chambers 85. As before, the side portions of the vanes 52 are guided in slots 85 which at their outer ends communicate with recesses ii? and a channel 33 i filled with high pressure fluid which acts as A passage friction rollers 9i (see Figs. 2, 3, and spaced around and riding in a groove 92 in a ring 93 which is disposed between the rotor supporting bearings 45 and 49 and mounted on the nonrotatable sleeve 46 for rectilinear adjustment transversely of the rotor axis. For this purpose, the intermediate portion of the sleeve is flattened as shown in Fig. 5 and two sets of hardened bars 54 seated in grooves in the sleeve (see Fig. 2) and are secured thereto within opposite ends of the eccentric ring 93. These bars provide inner raceways for four sets of balls 95 which are held in the raceways by end pins 95 and ride in grooves extending across the opposed flat sides of segments 97 integral with the interior of the eccentric ring 93.

Shifting of the eccentrics SI and 93 back and forth is effected in the present instance by turning a tube 93 (Figs. 2, 3, 4, and iourna-led in bearings 99 within the sleeve c5 and projecting outwardly beyond the outer sleeve end. Splined on the inner end of the tube in the central plane of the actuator ring 8! and in a hollowed out part of the sleeve 4% is an arm I99 whose forked outer end straddles a block IOI on a pin H12 projecting through the ring 93 parallel to the rotor axis.

Integral with the outer end of the tube 93 is an arm I93 which may be actuated manually or automatically depending on the use to which the transmission is to be put. Herein, the adjustment is eifected by a hydraulic servo I84 (Figs. 1 and 12) including a stationary cylinder I05 in a casting N56 integral with a bracket which is bolted to the bracket 53 above referred to at the rear end of the enlarged part of the main housing I4. A piston Ill! slidable in the cylinder is bolted to the end of a rod I68 which is guided in the casting I96 and at its outer end is connected by a link to the eccentric adjusting arm I03. By admitting pressure fluid to opposite ends of the cylinder I95, the piston iii? may be shifted to the various positions 0, n, u, cl, and 1' indicated in Figs. 16 to 19 thus turning the sleeve 93 and shifting the ring 93 to correspondingly adjust the than the throw of the eccentric 62 of the fixed displacement device. With this setting, the stroke of the vanes 82 will be greater than that of the vanes SI. Herein, the stroke of the vanes 82 at the maximum setting is .770 of an inch as compared to .613 for the vanes GI. With the other parts of the two devices of the same size, the device 2 5 has a displacement capacity of 14.5 cubic inches per revolution of the rotor I2 while the capacity of the device 24 is fixed at about 12 cubic inches.

The valves 2% and 21 (Figs. 2, 5, 6, '7, 9, and 11) above referred to for controlling the transfer of both high and low pressure fluid between the two displacement devices 24 and are disposed side by side between the casings of the displacement devices and are housed within a casing formed by the three rotor parts 3 I 32, and 33. The latter are clamped together in a separate subassembly by screws I09 radially spaced inwardly from the valve parts.

Referring to Figs. 5, '7 and 11, the valve 21 associated with the variable displacement device comprises generally a member III! which is gyrated relative to the rotor in synchronism with the rotation thereof and coacting with ports III leading to the chambers of the displacement device 25 to connect each chamber to an outer valve chamber H2 during half of one rotor revolution and to an inner valve chamber I I3 during the remainder of the revolution.

More specifically, the valve member III) comprises a flat annulus or ring narrower than and slidable transaxially in a wider circular recess which is concentric with the rotor axis and formed by coaction of a fiat face of the rotor part 32 with a groove in the opposing face of the part 33. The narrow valve ring III which fits closely but slidably in the recess thus formed, divides the latter into the inner and outer valve chambers I3 and H2. The ports III which cooperate with the ring III) are angularly spaced around the chambers midway between the inner and outer edges thereof and, in this instance, each port is formed by drilling partially through the plate a hole equal in width to the valve ring H6 and two adjacent intersecting holes III (see Fig. 5) of somewhat smaller diameter centered on the same are so that at least one of the holes will be uncovered substantially simultaneously with the larger hole. Each of the recesses thus formed in the rotor plate 33 intersects an inclined hole IIQ drilled into the outer side of the plate and, in the final assembly, registers with a hole H5 which communicates with one of the chambers 85 of the displacement device 25.

The valve ring HE is held eccentrically of the rotor axis so that the ring and the associated ports are gyrated relative to each other and in each revolution each of the ports I I I moves back and forth across the ring. This is accomplished by an eccentric surface II 6 (Figs. 2 and 5) formed on the inner end of the stationary sleeve 48 forming the bearing of a ring III which is externally grooved to receive the inner rounded ends of five spokes I I8 guided in radial slots I I9 formed in and equidistantly spaced around the rotor plate 33 at its junction with the plate 32. The rounded outer ends of the spokes bear against the inner surfaces of the valve ring Ilil. Since the eccentric I I6 is stationary, the gyration of the valve ring is fixed in relation to the turning of the rotor I2 irrespective of the adjustment of the displacement device 25. Thus, each of the ports I I I will be connected to the outer valve chamber I I2 during one half revolution of the rotor and to the inner chamber H3 during the remainder of the revolution. At the point of changeover, the arcuate section of the ring associated with the port will be disposed midway between the inner and outer edges of the valve recess thus completely covering the port III.

The valve 26 (Figs. 2, 6, 7, and 11) is of the identical construction including a ring I28 radially gyratable in a circular groove formed in the rotor plate 3i and dividing the latter into the inner and outer chambers I2I and I22. Drilled holes forming ports I23 at the center of the groove are connected through holes I24 to the corresponding chambers '55 of the displacement device 24. Spokes I25 bearing against the interior of the valve ring are radially guided in slots in the rotor plate 3| and bear at their inner ends against the bottom of a peripheral groove in a ring I26 journaled on the exterior of an eccentric l2I which is rotatable with the driven or output member II thus bearing a fixed angular relation with respect to the actuating eccentric 62 of the fixed displacement device 24. Herein, the eccentric I21 is formed on the exterior of the sleeve at the extreme inner end thereof.

The inner and outer valve chambers of the two valves are respectively connected for the free transfer of fluid therebetween. For this purpose, narrow circular grooves I28 (Figs. 9 and 11) cut in opposite faces of the center plate 32 of the valve casing are connected by holes I29 and register with the outer valve chambers H2 and I22. In a similar way, the inner valve chambers are connected by holes I39 drilled through the plate 32.

Means is provided for automatically making up the leakage of fluid out of the high pressure recesses and passages of the displacement devices and valves during operation of the transmission. Herein, fluid is drawn from the sump It by a suitable pump ISI (Figs. 12, 20, 22, and 26), placed under a desired mal: up pressure, for example 75 p. s. i., and continuously supplied toone or the other of the valve chambers I2I and I22 whichever is at the lower pressure and connected to the displacement chambers '55 or 85 which are being expanded. The pump shown comprises intermeshing gears I32 journaled in a case I33 bo1ted to the bracket 53 on the main housing I4. One gear is fast on a sleeve i3 5 journaled in bearings I35 (Fig. 22) and carrying at its outer end a gear I3! which meshes with a gear I38 (Figs. 1 and 12) bolted to the end plate 36 of the rotor.

Fluid is drawn from the sump through a pipe I 39 and delivered through a transfer ring I40 (Fig. 20) to a passage l4! leading axially through the shaft II and a tube hi2 therein journaled in the rotor hub 43 (see Fig. 2). A passage I43 in the latter directs the fluid to the outer end of a valve cylinder Id l radially disposed in the hub member 43 (Figs. 2 and 20) of the rotor. Normally, the fluid flows inwardly along the fluted outer end of a radially movable valve plunger I45 past a shoulder his thereon and thence through a port is? at the end of a passage I48 leading to the cylinder I 99 of a transfer valve I50 carried by the rotor I2. The fluid is free to pass around opposite end portions of a multiple land spool I51 in the cylinder which is normally disposed in the position shown in Fig. 20 so as to pass the makeup fluid through a rotor passage I52 leading to the inner valve chamber I2 I. The fluid thus supplied is maintained at constant pressure by a spring loaded plunger I53 regulating the escape of fluid from the passage iii-3 to the pump return line I5 and the sump. as a result, fluid at the make-up pressure is supplied continuously to the expanding chambers I5 and 85 of the displacement devices 25 and 25.

The other end of the transfer valve cylinder I49 is normally connected through a rotor passage I55 to the outer valve chamber I22 and, as a result, the spool I5! is urged by the high fluid pressure to the position shown in Fig. 20. High pressure fluid is thus allowed to flow through one end of the hollow spool and outwardly through a port I55 to a passage l5! leading to the extreme outer end of the cylinder 5% in which the plunger I45 slides. This pressure bears inwardly on a valve member was which in turn holds the plunger I45 inwardly against a stop pin I665. The fluid is thus permitted to now through the member I59 and out through a port HM and a passage $2- to the recesses '58 and 8'! at the outer ends of the vanes. As a result of the action of the valve members I45 and I5I as described above, a sealing pressure equal to and derived from the high pressure valve chamber IE2 is appliedto the large areas on the outer ends of the vanes 6i and 82 to seal the inner ends effectually against the actuator rings BZ-and BI.

Withthe valve spool l5l shifted against the stop I53 as shown in Fig. 20 under the higher pressure in the outer valve chamber I22, the inner valve chamber I2 I is-connected through the passage I48 and I52 to the constant pressure supply of make-up fluid. If the pressures in the valvechambers .are reversed and that in the inner chamber is the higher, this pressure acts on the spool I5I to shift the latter against the stop Hi4 as viewed in Fig. 21. The make-up fluid from the passage I48 then flows directly past a land I55 to the passage I55 and the outer valve chamber I22. I

During the reversal of the pressures in the valve chambers I2 I and I22 as described above, the

pressure acting inwardly on the valve member I59 may not be sufiicient to overcome the centrifugal force developed by the rotating plunger I45. Under such force, the plunger may move outwardly covering the port I4! whereupon the outlet passage I68 from the pump IBI will be blocked temporarily as shown in Fig. 15 so as to connect the pump outlet passage I43 to the port I6! and thence to thesealing recesses "I9 Bythe pressure thus derived from the pump, adequate sealing of the vanes BI and 82 is thus maintained during the change-over. When normal pressure conditions have been restored in the valve chambers I2I and I22, the parts will bereturned to positions shown in Fig.- 20.

If desired, the vanes SI and 82 of the two displacement devices 24 and '25 may be modified as shown in Figs. 13 and 14 to avoid the necessity of hydraulically sealingthe vanes against their actuator rings 62 and BI as described above. In this construction, the vanes are lightened by forming edgewise opening holes therein and the inwardly projecting legs 66 support T-shaped pins I66 whose heads I6? have curved surfaces which atalltimes bear against the inwardly iacing edgesurfaces on the actuator ring 62. Slidable edgewise in a slot H9 in the vane andprojecting from the inner edge thereof is a blade I68 which bears against the outer surface of the actuator ring 62 and is larger than the width of the ring. A bowed strip 1-69 of resilient material is disposed in the vane slot H9 and acts between the blade and the slot bottom to hold the blade in firm sealing contact with the ring 6 2, the spring being of sufficient strength; to overcome the comparatively low centrifugal force acting on the blade I68. Pins I'll pressed into the legs of the vane holdthe blade I58 centered properly.

When vanes of the modified type are employed, the plunger I45 and the member E59 (Fig- 20) may be omitted along with the connection It? leading to the-displacement devices. In that case, the valve L50 operates as above described to select which of the valve chambers l2I or H2 is at the higher pressure and connect the make-up fluid supply passage I43 to whichever of the chambers is at the lower pressure.

The operation of the transmission as described above may best be understood by reference to the diagrammatic views (Figs. 16 to 19) and by considering the various conditions which occur in service use including neutral when the drive shaft H3 is rotating but no power is being transmitted to the output shaft 1 l; underdrive when the speed of the output shaft is less than that of the driving shaft; direct drive when the driving and driven shafts are rotating at the same speed; overdrive when the output shaft H is turning faster than the input shaft [0; and reverse when the driven shaft ll turns in a direction reverse to that of the driving shaft. These different conditions together with variations of the drive ratios are achieved by shifting the reactor ring 8| of the adjustable displacement device 25 to the different overdrive, direct drive, underdrive, neutral, and reverse positions indicated by the letters, 0, d, u, n, and 1 respectively in Figs. 16 to 19.

Direct drive.When the reactor ring 8| has been shifted to the position cl concentric with the axis of the rotor I2 as shown in Fig. 17, no reciprocation of the vanes 82 will take place during turning of the rotor, and the chambers 35 will remain of equal volume. As a result, no fluid will be displaced by the device 25, and no fluid will be transferred in either direction between the displacement devices even though the valves 28 and 2'! are conditioned to permit such transfer. Thus, the bodies of fluid trapped in the chambers 85 operate in effect to lock the driving and driven parts of the displacement device together hydraulically and form in efiect a rigid drive coupling between these parts causing the output shaft l l to turn at the speed of the input shaft I0. That is to say, for each displacement of the rotor I2 through an angle A (Fig. 1'7) the driven shaft 1 I will be turned in the same direction and through an equal angle B. Under this direct drive condition, the pressures in the chambers 15 will, of course, build up to a value determined by the prevailing torque load on the output shaft.

NeutraZ.-When the adjustable eccentric ring 81 is disposed in the position it as shown in Fig. 18, the displacement capacity of the device 25 will be precisely equal to that of the fixed displacement device 24. That is to say, the volumetric contraction and expansion of each cham- 4:

her 85 of the device 25 during each revolution of the rotor will be the same as that of each chamber '15 in the device 24 so that fluid forced out of each contracting chamber a will be transferred through the valves '26 and 27 and into the corresponding expanding chamber 2) of the device 24 as indicated by the arrows in Fig. 18. As a result, there is no substantial pressure build up within the chambers in which the pressure will correspond to that delivered by the make-up pump. Consequently, no torque is developed and applied to the output shaft I! which therefore remains stationary during the idle rotation of the rotor.

Underdrz've.This condition or in other words turning of the output shaft H at a speed less than that of the input shaft [B is produced by decreasing the displacement capacity of the adjustable displacement device 25 below that of the fixed displacement device 24 so that the resulting restriction of the fluid flow from the device 25 produces in the hydraulic system a reaction which is exerted on the eccentric ring 62 to produce rotation of the output shaft. Herein, such a reduction in the displacement capacity is achieved by shifting the ring 8| transaxially between the neutral and direct drive positions n and d above referred to a distance proportional to the desired output speed. As the eccentricity of the ring BI is reduced from neu- 12 tral (Fig. 18), the radial displacement of the vanes 82 is decreased and therefore the volume of fluid forced out of the contracting chambers a and drawn into the expanding chambers 22 of the device 25 during each revolution of the rotor is reduced proportionately. Under this condition, each contracting chamber a of the device 2-5 is, as in neutral, connected by the valves to an expanding chamber of the device 26 and vice versa.

Assume, for example, that the amount of the transaxial shift of the ring 8! is sufhcient to reduce the stroke of the vanes by an amount equal to half of the full stroke of the vanes Bl which is determined by the fixed throw of the eccentric 62. Then, during each revolution of the rotor, only one-half as much oil will be displaced by the device 25 as must be displaced by the device 24 during each revolution of relative rotation between the rotor and the output shaft which carries the eccentric 62. The resulting restriction of the fiuid flow out of the contracting chambers of the fixed displacement device 24 creates a reaction on the eccentric 62 and causes the output member H to turn. The amount of this turning must be sulficient to produce one revolution of relative rotation between the rotor and the output shaft while the rotor is turning far enough to displace the volume of oil required for a full stroke of the vanes 6 I. If, as assumed, the displacement capacity of the device 25 is reduced fifty per cent, a corresponding percentage rotation of the output member H relative to the rotor must occur so that the output member would turn one-half of a revolution for each revolution of the rotor. The drive ratio would then be 0.5 to 1. Similarly, if the eccentric is adjusted to produce a displacement of the device 25 equal to one-fourth the per revolution displacement of the device 24, the speed ratio would be 0.25 to 1. It will be apparent then that as the position of the ring 82 is shifted from the neutral position n (Fig. 18) toward and into coincidence with the axis of the rotor 42 (Fig. 1'7), the ratio of motion transmission from the input shaft to the output shaft will increase up to unity progressively.

Overdrive.This condition (Fig. 16) of rotating the output shaft at a speed greater than the drive shaft is achieved by continuing the underdrive adjustment of the eccentric ring 8i above referred to beyond the direct drive position d to a selected position 0 thereby shifting its eccentric surface off-center with respect to the rotor !2 while at the same time reversing the phase relationship between this ring and the rotor. In

* effect, the ring BI is turned through a half revolution relative to its underdrive positions without changing the timing of the motions of the valve 2? by the eccentric H'l. Such reversal in the phase relationship results in a reversal of the directions of fluid flow through the valve chambers H2, H3 and l2l, I22 as indicated by the arrows in Fig. 16. Under this condition, the contracting chambers a of the adjustable device 25 will be connected by the valves 26 and 21 to the contracting chambers a of the fixed displacement device 24. The device 25 thus acts as a pump to force into the contracting chambers of the device 26 during each revolution a volume of fluid proportional to the overdrive eccentricity of the eccentric ring 8!. Therefore, during each revolution of the rotor i2, the output shaft must turn not only through the full revolution required in order to accommodate the displacement of the device 24, but also must turn through an additional angle sufficient to accommodate the high 

